THE HIGHER GROUND
OUTBACK HEADS FOR
THE HIGHER GROUND
Theres more power and more
electronics in Subarus farming-
friendly estate. Where will it
all end? Andrew Pearce
drives and ponders
TIME marches on, markets never stand still. Subaru came early to the semi-off-roader niche with its Outback (a high-clearance Legacy estate), with rivals from Audi and Volvo crowding in too. But the Japanese product never had the steam to take on stronger-engined competition.
Until now. In the range-topping Outback H6-3.0, four cylinders turn into six and output jumps from 148hp to 206hp. What else is new? Cunning computers to watch over wheelspin and vehicle stability; another push upmarket with leather trim and more goodies; some fancy 16in alloys and medallion man re-badging. And although a £26,995 sticker makes this the dearest car on Subarus books, it still easily undercuts the Europeans.
* Engine, transmission, economy
The new models kerb weight has shot up by nearly 300kg, but this is not a problem for the autobox torque converter, which gets the Outback away very sharply and subsequent throttle response is very keen.
Variable induction tracts aim to keep low-speed torque healthy though the peak is not until 4400rpm, a zone rarely visited unless the transmissions "power" button is used. Boot the engine and the Subaru whips to 60mph in a gnats over eight seconds – better than many hot hatches. Overtaking is a cinch and towing at the cars 1800kg limit should be no problem.
Subarus fours are uncannily smooth, but this three-litre six takes the game a step further. It doesnt know how to vibrate or holler. A faint Hoover-like whistle reminds you there actually is an engine up front, with the level building to a discreet scream under full throttle. The uncanny hush reveals tyre noise and thump, though levels stay acceptable. Travel is never ruffled by racket so the Subaru makes a first-class cruiser.
Such a powerplant deserves an exceptional gearbox, but it doesnt get one. The standard four-speed auto is no more than competent. Its gate-type selector is unnecessarily fiddly, shifts are clean but noticeable and the boxs reactions are sometimes too slow. Still, a manual cogbox just wouldnt be right.
How about fuel use? Three hundred hard miles produced 22.7mpg, which compares pretty well to a four cylinder Outbacks 24.5mpg; more normal use should do a bit better. Either way, a 64 litre (14 gal) tank is hardly enough.
* Interior
Subaru has quietly improved Legacy interiors. Quality is not an issue. The test cars hues and textures blend well, the fits and finishes are fine. Light tan leather faces the front seats and honey carpet dresses the floor. Frameless windows (a Subaru trademark) look flimsy but arent. The whole interior has an open, light feel which – perversely – works against a sense of luxury.
Generous glazing and twin sunroofs (the front only tilting) are backed by full climate control and generous airflows. Four adults fit easily on seats that are too hard for real comfort and could give better lateral location, while a fifth passenger must straddle a back-bench hump and deal with a seatbelt which springs from the roof. Up front theres seat heat pads to lift chills from the leather (brilliant for dodgy backs), four airbags and drivers electric seat adjustment. Beyond the snazzy tilt-only Momo steering wheel are clear analogue dials and easy-action switchgear.
Stowage space is limited to a sprinkling of cubby holes, a small console box and modest door pockets. Subaru hasnt yet discovered the human-friendly detailing that Volvo does so well – the closest the Outback comes is a small plastic bowl in the spare wheel well.
But you cant carp about load room. The rear seats split-fold to reveal a clear 1715mm x 1080mm (67.5in x 42.5in) bed, with an extra 285mm (11.2in) width on offer away from the wheel arches. Keeping the back seats up reduces length to 1105mm (43.5in), with access easy across a relatively narrow bumper.
Where does all this leave us? The Outback delivers low-stress travel in spades and offers plenty of room in a thoughtfully-executed cabin. Yet it misses the true luxury mark.
* Ride, steering, brakes
Fine dynamics are boosted by electronic help. McPherson struts and coils do the springing, with hydraulic self-levelling at the back to offset loads. Damping seems spot-on but the ride is a notch too tight; the Outback bobbles softly along lanes and can fidget on main road ripples. Its the usual 4×4 compromise, with the upside showing in the confident way the Outback handles lumpy tracks.
Handling is completely secure. Cornering is subjectively flat, the light steering a little slow about the straight-ahead position but allows accurate placement in bends, so the Outback can really shift along sweeping roads. Grip is terrific. The Subaru is impossible to spin on wet stubble, not least thanks to the sheer weight of initials pinning it to the floor. Between them, vehicle dynamics control (SVDC) and variable torque distribution all-wheel drive (VTD-AWD) limit tyre slip, cut engine torque and actively brake appropriate wheels to restore normality. The most you can persuade the Outback to do is slide, and then only under severe provocation. The bad news is that you cant switch the electronics off to have a little fun.
And the car stops as well as it goes. ABS-monitored discs anchor the car completely progressively, so the harder you lean on the firm middle pedal the harder you stop. Backing off the brakes is equally linear and allows jolt-free halts.
* Off-road
No worries here as long as you keep in mind the Outbacks limitations. For all that the new 16in wheels hoist it off the ground, its road-biased. So no low-range box, no diff locks and modest clearance down below.
But rough or smooth, the computer systems that keep the car stable also help it cog along through mud, quietly clicking and humming as spinning wheels are braked and torque is shuttled rear to front. All the time the road-pattern tyres can find a smidgen of traction and the belly doesnt ground too hard, the Outback will keep moving. And within seconds of turning out of the field, itll be cruising fast and quiet down the tarmac.
* Verdict
At last the Outback gets the punch it deserves. Still a little low on charisma but a thoroughly convincing package.
SUBARUFACTS
Model tested Legacy Outback H6-3.0.
Engine 3 litre, 6cyl petrol.
Output 206hp/6000rpm, 208lbf ft/4400rpm.
Transmission Four-speed auto.
Drive Permanent 4wd with electronic control.
Brakes All disc, ABS.
Suspension Independent.
Weight 1610kg.
Towing capacity 1800kg.
Fuel consumption on test 22.7mpg.
Warranty Three years, 60,000 miles.
Price £26,995.
Alternatives Volvo XC SE (200hp, £31,410); Audi Allroad 2.7 quattro (250hp, £33,030); Skoda Octavia 4×4 (150hp, £16,200).